1.1 Lying on the Tropic of Capricorn, São Paulo city is Brazil's main industrial and business centre as well as the capital of São Paulo state. Its official population is around 15 million, but the large shanty-town and homeless population bring the true figure up to something nearer 18 million. São Paulo city has railways of two gauges, 1600mm and 1000mm, including a three-line metro system. The city has no trams, but non-articulated single-deck trolleybuses work a few routes, some of them quite long, including routes passing both Luz and Bras-Roosevelt main-line rail stations.

1.2 Like the United States, Brazil is a federal nation. Its federal railway system, RFFSA, Rede Ferroviaria Federal SA, was created in 1957. São Paulo state also owns several lines, merged in 1971 to form the state railway system, FEPASA, FErrovia PAulista SA. An RFFSA associate, CBTU, Companhia Brasileira de Trens Urbanos, operates suburban trains, as does a FEPASA associate, CPTM, Companhia Paulista de Trens Metropolitanos. CPTM has responsibility for all São Paulo metropolitan services of both FEPASA and RFFSA, but fares, services and policies are not co-ordinated between the two. Because private-sector companies now have concessions to run certain lines, and the present roles of CBTU and CPTM in relation to RFFSA and FEPASA are not entirely clear, the suburban lines have been generally referred to below as RFFSA or FEPASA. Note that the Brazilian-Portuguese word for train is trem (plural trens) rather than comboio as used in Portugal.

1.3 In 1996 most train-operating on RFFSA, but not FEPASA, was privatised. The Sudeste concession let on 20 September 1996 included RFFSA's former SR4 division comprising the former Estrada de Ferro Santos e Jundiai, from Santos on the Atlantic coast north-west through São Paulo city to Jundiai, and the former Estrada de Ferro Central east towards Rio de Janeiro, both 1600mm-gauge railways.

1.4 FEPASA passenger trains run west of São Paulo on the former Estrada de Ferro Sorocabana, dual-gauge in the metropolitan area and metre-gauge beyond. FEPASA also owns the 1600mm-gauge former Estrada de Ferro Paulista continuing north-westerly inland from Jundiai to Campinas and beyond, plus the former Estrada de Ferro Mogiana metre-gauge line connecting out of the EF Paulista at Campinas.

2.2 New works suspended some time ago were restarted in mid-1996 and, according to posters at Sé interchange, will extend the current system from 43km to 55km as follows: Santana - Tucuruvi (north east on Linha 1; opening end 1997); Corinthians Itaquera - Guianazes (east on Linha 2; mid-1998); and Clinicas - Vila Madelena (west on Linha 3; mid-1998). The posters do not mention the planned eastward extension of Linha 3 (Ana Rosa - Oratorio) or other works.

2.3 Basic fare on the Metro is BRR1 for a single journey, with BRR9 tickets valid for ten single journeys. Tickets, obtainable from Metro station booking-offices, have magnetic encoding similar to those of FEPASA, though they are not interchangeable. Access to platforms is through a ticket-reading turnstile, and exit through a turnstile without ticket-check.

2.4 North of Santana, the present northern terminus of Linha 1, completed rails dive underground on the unopened extension. Southward, much of Linha 1 is on concrete viaducts, including the section bridging the river Tieté, which is effectively an open sewer. Tieté station on the north bank of the river is the interchange with the busy Tieté long-distance bus-terminal, and Luz Metro serves Luz main-line station. No obvious link can be seen at Sé between Linha 1 and Linha 2. The southern section of Linha 1 is entirely underground except south of São Judas station where it bridges a major road built in a narrow valley or cutting. Linha 3 is completely underground. Linha 1 and Linha 3 have common stock, formed of three two-car sets, serviced at Jabaquara in a large depot on the surface south of the underground Metro station. From Jabaquara Metro station use the exit through the bus-terminal for a panoramic view of the depot throat.

2.5 Linha 2 serves both Barra Funda and Bras-Roosevelt main-line stations, and its eastern central section also runs on elevated concrete viaduct. The eastern half of Linha 2 parallels the RFFSA Linha Leste tronco, but stations on the two lines may or may not have the same name or be at the same location. For example, Tatuapé is a new single station building served by both Metro and RFFSA; Metro Penha is adjacent to RFFSA Carlos de Campos station; Metro Vila Matilde is 500m or so west of RFFSA Vila Matilde. Lying between the running lines for the whole distance between Penha and Vila Matilde Linha 2 stations are two long stabling sidings for use during Monday-to-Friday peak hours. Sidings at the west end of Belém station are used by permanent-way wagons and a track depot, shunted by at least one miniature rail tractor. No similar facility or traction has been seen anywhere on Linha 1. East of Belém, once the eastern terminus of Linha 2, a fan of stabling sidings, all heavily rusted, and a carriage-washing plant lie on the south side of the line. At the present eastern terminus of Linha 2, Corinthians Itaquera, only the southern half of the station is in use. Platforms of the northern half are complete but have no tracks and no supporting earthworks on either side. The RFFSA and Metro routes diverge about 2km from Corinthians Itaquera Metro station, which seems to have been built to take RFFSA tracks on a completely new alignment. East of Corinthians Itaquera, only the trackless earthworks of the new extension are in evidence, but Metro tracks do continue beyond the station turning 90 degrees south on a concrete viaduct leading into the depot servicing Linha 2's own stock of six-car units.

3.1 On both RFFSA and FEPASA lines 3000V dc electric-multiple-unit trens metropolitanos run 04:00-24:00 daily on a regular-interval pattern with Sunday and holiday variations. Lines are described by direction: Linha Oeste, Linha Sul, Linha Sudeste, Linha Nordeste, Linha Leste. Complete service tables are not displayed at stations. Timetables and route diagrams are included in some city-map books, but these Guias are produced by several publishers and do not all contain the same information: for example Mapograf does but Cartoplam does not.

3.2 The RFFSA fare is BRR0.85 single. Passengers pay at manned turnstiles and no tickets are issued for journeys entirely within the São Paulo metropolitan area, nor do multiple journey tickets exist. However Jundiai, Paranapiacaba and Mogi das Cruzes lie outside the metropolitan area, and different fares apply. From 30 April 1997 the RFFSA fare from São Paulo to both Jundiai and Paranapiacaba was standardised and reduced to BRR1.60.

3. 3 FEPASA fares are BRR1 unico single or BRR9 for a multiplo 10 allowing ten single journeys, the fares being the same as the Metro though the tickets are not interchangeable. Tickets have a magnetic stripe and are similar to, but smaller than, those formerly used on the London Underground. All stations have turnstile entry, with exit through a turnstile without ticket-check.

3.4 All RFFSA and FEPASA cars have hard fibreglass longitudinal seating except the 5000-series which have mixed transverse and longitudinal seats. All have unpainted metal exteriors except RFFSA ER400s and FEPASA 5600s which are painted. Some 101-series cars are still marked EF Santos e Jundiai suggesting a long time since an exterior overhaul. Recently overhauled cars carry narrow red-and-blue bands running the full length of the units. Other units carry various arrangements of red-and-blue (FEPASA/CPTM) and earlier green-and-blue (RFFSA/CBTU) narrow bands, some extending, some not, around the cab ends horizontally, with a downwards vee or upwards vee.

4.1 São Paulo Julio Prestes - São Paulo Barra Funda - Lapa - Domingos De Moraes - Imperatriz Leopoldina - Presidente Altino - Osasco - Ipatevi: The FEPASA Linha Oeste operates westwards over the dual-gauge EF Sorocabana lines at 15-minute intervals with 1600mm-gauge twelve-car 5001 trains, connecting at Presidente Altino with the Linha Sul worked by six-car 5001s running Osasco - Presidente Altino - CEASA - Jurubatuba. The 5001s are three-car DM-T-T half-units which stay together, but couple back to back to any other half-unit to form six-car sets; numbers are 5001-5201-5301 etc. Services on the outer sections of the Linha Oeste (Ipatevi - Amador Bueno) and the Linha Sul (Jurubatuba - Varginha) are maintained by a few 5600-series metre-gauge units in three-car trains. No more than five or six 5600s, numbered 560x-563x-566x, formed DT-M-DT, are in use together. Various cars from the similar 5900 series units are dumped around Osasco depot and at Sorocaba. One other type of unit, the 5500, has been seen on these FEPASA lines, but never in passenger service. A complete twelve-car set is stabled out of use in Presidente Altino yard and appears identical to the three-car DM-T-T 171-series units working on the RFFSA Linha Leste services out of São Paulo Roosevelt .

4.2 São Paulo Julio Prestes: The city terminus of the former EF Sorocabana, now FEPASA, is only about 500m from São Paulo Luz station of RFFSA, but do not walk unless you know the way and certainly do not attempt to walk after dark. This is a very dangerous slum area and red-light district, and straying one block off the route may result in an unplanned inspection of the wrong end of a gun. Julio Prestes is a four-track terminal station similar in scale and layout to Iarnród Éireann's Dublin Heuston, with most of the main building used for FEPASA offices. It was presumably completed 1882, since plaques commemorate a 1982 centennial, and another plaque outside marks commencement on 27 April 1941 of electric traction by General Electric and Westinghouse. Tracks are dual-gauge, the northern two being used by 1600mm-gauge trens metropolitanos, but the southern two do not appear to be in regular use other than by the occasional type 2000 or 2050 metre-gauge electric locomotives stabled there at weekends.

4.3 São Paulo Barra Funda: Opened 1988 and sited in an area considered relatively safe, this is a modern concrete-and-steel rail, metro and bus station referred to on some city (not railway) maps as 'TI Barra Funda' (for Terminal Intermodal). It is the only station common to RFFSA and FEPASA, who each have three tracks, one each way for trens metropolitanos and one used reversibly by long-distance passenger and through freight traffic. RFFSA is 1600mm-only with left-hand running, FEPASA dual-gauge with right-hand running, but the 1600mm-gauge tracks are not interconnected. Additional trackless platform faces await the (indefinitely suspended) extension of RFFSA Linha Leste services currently terminating at Roosevelt. Metro tracks of Linha 2 also surface to terminate in south platforms at Barra Funda station, and a long headshunt to the west appears to be used for train reversal Mondays to Fridays but not at weekends. No work is yet taking place on plans to extend the Metro west in parallel with the suburban tracks.

4.4 In general the running lines, station loops, yard access and depots of the former EF Sorocabana in the São Paulo metropolitan area are dual-gauge and electrified, but sidings and spurs to factories in the city are metre-gauge only, as are running lines beyond the metropolitan area. The freight traffic seen on dual-gauge sections has always been metre-gauge, though FEPASA 1600mm-gauge locomotives do operate, and indeed use metre-gauge bogie match-wagons with special couplings to haul metre-gauge wagons, though these have been seen only on trip and transfer work. Regular mixed-gauge trains may possibly be unique to Brazil.

4.5 From São Paulo Barra Funda FEPASA and RFFSA tracks follow a parallel but not adjacent alignment west as far as Lapa, where the FEPASA station is slightly to the east and separate from the RFFSA station. a connection runs between the lapa stations leading eastwards to long sidings straddled by a single gantry crane which transfers containers, stone blocks and steel bars from rail to road trucks, and also between 1000mm-gauge and 1600mm-gauge wagons. The stone blocks, as large as containers, and bearing oriental characters and the word 'Nagoya', are moved towards Santos docks, presumably destined for the Japanese city. Freight transhipment between the gauges seems the norm, and no bogie-changing facilities or adjustable-axle wagons are to be seen in São Paulo. West of the Lapa stations, in the vee between the diverging RFFSA and FEPASA routes, are carriage-and-wagon and permanent-way workshops, with much dumped rolling-stock including several burnt-out electric-multiple-unit cars of current types, and more recently the shells of former English Electric/Vulcan Foundry locomotives. At least one Speno 4w-4w locomotive with CPTM and 'Atlas 16-1' markings is based here along with a number of track-machines.

4.6 One class 3700 (metre-gauge) locomotive and one 7700 (1600mm-gauge) stable at Domingos De Moraes for transfer work to various local factories, and both these classes of LEW-built BoBo diesels, externally similar to ones built for the east German Deutsche Reichsbahn, trip metre-gauge freight wagons between Lapa and Presidente Altino yards. The broad-gauge locomotives need to use the metre-gauge bogie match-wagons fitted with laterally-displaced coupling equipment of the usual American buckeye type with no side buffers. Three of these possibly unique FEPASA match-wagons are numbered 341727, 341731, 341732. On the north side between Domingos De Moraes and Imperatriz Leopoldina, a single-track branch, heavily rusted over and obstructed by debris, diverges and turns sharply to head north, climbing steeply on a concrete viaduct over the river Tieté before disappearing into an industrial estate about 3km away.

4.7 The triangle formed by the lines between Imperatriz Leopoldina, Presidente Altino and CEASA has all three sides dual-gauged and electrified, and all are open and in use. The single-track east side, Imperatriz Leopoldina - CEASA, has no known passenger trains, though it is shown on some local route diagrams. The west side, Presidente Altino - CEASA, shows clear signs of having been realigned, since abandoned earthworks show a much tighter curve forming part of a smaller triangle than the present alignment. The junction between the Linha Oeste and Linha Sul at Presidente Altino is complicated by having to cross major roads and rivers, using concrete bridges and flyovers. The metropolitan stations on the EFS routes are generally recent concrete structures, presumably dating from the dual-gauging works.

4.8 The south side of the Linha Oeste between Presidente Altino and Osasco is taken up by a large modern electric-multiple-unit depot for class 5000 and 5600 cars. Class 3700 and 7700 locomotives also stable nearby at the north end of CEAGSP yard and the west end of Osasco car depot. Osasco was the location of the major gas explosion which blew up a shopping-centre in mid-1996 making international headlines. It has a four-track station with two island platforms, the outer tracks used by Julio Prestes - Ipatevi Linha Oeste trains, the inner single track with platform face on both sides by Osasco - Jurubatuba Linha Sul trains.

4.9 From Presidente Altino yard southwards on the west bank of the river Pinheiros (essentially another open drain) a metre-gauge freight network extends some 4km to factory and warehouse sites, ending in a large balloon loop encircling industrial buildings with as much as one third of the trackage set tramway-style in the road surface. Little traffic seems to use these long sidings although odd wagons are randomly tripped to factories and most tracks seem useable if not actually used regularly. From around CEASA station on the east bank, many long metre-gauge sidings run off leading to the central São Paulo agricultural produce market (CEAGSP). South of CEASA, the Linha Sul runs on the east bank. A curiosity observed here was an unpowered and apparently home-made permanent-way trolley using the outer 1000mm and 1600mm rails only and not the common rail, thus running on a gauge of around 500mm after allowing for the rail thickness. South of Pinheiros, Largo 13 is the only intermediate station open before Jurubatuba. Despite eight other stations being shown on route maps, and within the trains themselves, no sign can be seen of their construction. At jurubatuba the broad-gauge 5000s meet the metre-gauge 5600s on the same single platform.

4.10 Through and beyond Osasco to Carapicuiba, the Linha Oeste has three tracks, the outer two used by passenger, the inner by freight. East of Carapicuiba is a fan of five 1600mm-only electrified sidings used for unit stabling and turnback. Two are through sidings but the western exit points are heavily rusted over. Ipatevi is the end of the dual-gauged section of the EF Sorocabana. Though the Linha Oeste is shown as a single Julio Prestes - Amador Bueno service, it is worked as two sections with 5000-series 1600mm-gauge units to Ipatevi forming a back-to-back connection into 5600-series metre-gauge units. 5600 units may still work some locally-advertised Monday-to-Friday passenger services beyond the end of the Linha Oeste services at Amador Bueno; for example, Maylaski station platforms appeared in use in late 1996.

4.11 São Paulo Barra Funda - Mairinque - Sorocaba - Ipero - Botucatu - Ourinhos - Assis - Presidente Prudente - Presidente Epitacio: Only one long-distance FEPASA timetabled passenger service still runs from the city, westward on the EF Sorocabana metre-gauge beyond Ipatevi. The line is electrified as far as Assis, together with the freight-only line diverging at Ipero as far as Itapetininga, both wired in the 1940s. Double track extends to Ipero, with both routes single beyond. Sorocaba CTC controls the colour-light signalling which appears to be reversible throughout. The passenger trains are #PS1 08:49 from São Paulo and #PS2 to São Paulo 21:19. By March 1997 these trains were advertised at São Paulo Barra Funda station to run only between São Paulo and Ourinhos, the last sizeable settlement on the electrified section, though it is thought that following engineering operations they may be restored as far as Presidente Prudente, if not to their November 1995 terminus of Presidente Epitacio. Passenger motive power is one FEPASA 2000 class 1Co+Co1 1940s electric locomotive. Locomotives #2017 and #2021 have been working opposite each other, day in, day out, since early 1996. Trains #PS1 and #PS2, currently three or four coaches, cross at Rubiao Junior, the first small station west of Botucatu. Advertised one-class-only single fares in spring 1997 from São Paulo Barra Funda: to Mairinque BRR2.50, Sorocaba BRR4, Ipero BRR4.50, Botucatu BRR9.50, Ourinhos BRR15.50. In 1996 a BRR24.80 single fare applied from São Paulo to Presidente Epitacio, a not inconsiderable distance of 843km (Edinburgh - London is about 640km).

4.12 Thomas Cook timetables consistently show São Roque as a passenger stop, but trains #PS1 and #PS2 have not called here since 17 November 1995, according to notices on Mairinque station. Mairinque is the first stop. On older road maps the junctions between the São Paulo - Sorocaba EFS and Santos - Campinas freight routes are shown to the east and not west of Mairinque station and are actually marked closer to São Roque than Mairinque, but further exploration is needed. About 1km east of Mairinque on the south side of the line, sidings serve grain-loading facilities with wagons moved within the terminal by capstan. Mairinque was formerly 'Mayrink' which is still shown on station nameboards and on many maps. The letters K W and Y were officially eliminated from the Brazilian-Portuguese alphabet some years ago, so Mayrink lost twice in this process. Mayrink was the name of one of the engineers involved with EF Sorocabana construction, and the chefe de estaçao said he was of Scots descent. Mairinque station has a central island platform with a main building of concrete dating from 1901; a plaque marks this as the first concrete building in São Paulo state. It is formed very approximately in the shape of a ship supposedly to commemorate the navvies who built the railway - who according to the station chief came to the contract from Panama Canal construction. Two bay platforms at the east end are used for stabling 5600-series electric units at weekends, for some Mairinque crews work Linha Oeste Ipatevi - Amador Bueno trains. Two 3700s also stable in the bay platforms between shunting. All freights have a mandatory stop at Mairinque for wagon-number checking. Freight traction is generally three 2000s, three 2050s, three 2100s, two 3800s or four 3800s, with pilots as necessary. Probably the nearest metre-gauge locomotive maintenance facility to São Paulo, the depot on the north side of Mairinque station consists of two four-road sheds back-to-back, the east-facing one used by 2000 and 2050 electrics, the west-facing by 3800 diesels.

4.13 The old 1940s-built 2000 and 2050-series 1Co+Co1s operating on the former EFS run in regular triplets. 2010-2013-2020, 2015-2016-2002, 2058-2071-2070 and 2057-2056-2070 were observed together over the period February to September 1996, though sometimes coupled in different sequences. After a gap in observations, different regular triplets observed March to May 1997 were 2008-2015-2016, 2012-2019-2025, 2054-2055-2065 and 2067-2070-2071. Four single 2000s seem to work from Mairinque depot as assisting locomotives, and can sometimes be seen piloting a triplet, while triplet+triplet and triplet+pair are daily occurrences. On one memorable occasion in April 1996 seven of the fifty-year-old metre-gauge electrics were seen hauling a freight through Domingos De Moraes with all fourteen pantographs up. The regular passenger engines are #2017 and #2021. #2017 is named Dr Adhemar de Barros (a name which also appears, with the title interventor general, among those on the electrification plaque at São Paulo Julio Prestes station) while #2025 is named Agente Campos. #2009/19/21/26 are in FEPASA silver-grey livery. The 2000s are GE model 1C+C1 238/286 6GE734 according to the builders' plates. The 2050s are Westinghouse-built and are externally identical. Few of class 2000 and 2050 carry plates with legible builders' numbers and their history is a bit of a puzzle. If electric working began in 1941 this suggests a pre-World War II project, but some of the 2000s have plates showing a build date of 1944, at a time when US industry was devoted to war production rather than to the commercial export of locomotives, especially to a non-strategic country which remained neutral till later persuaded to join the Allies.

4.14 Some 3km east of Mairinque is an abandoned station with nameplate which appears to read Pantejo. A traction-supply feeder station is on the south side of line here - a large building in grand style with EFS markings, possibly dating from the original 1940s project. Some 2-3km further west are flyover connections with the dual-gauged Santos - Campinas freight corridor bypass route. The connecting line passing below is wired for electrification, but the overhead may not be energised since haulage by four U20C diesels seems the norm on the freight route. Freights seen have been heavy, loading up to 3000 tonnes according to the Mairinque computer. Jane's World Railways says work is suspended on both a projected 25kV ac scheme and a replacement dc electrification project in this area, though some railway diagrams indicate that the Canuata - Paulinia section (from south of Mairinque junctions to north of Campinas) is electrified at 25kV.

4.15 Westwards from the junction a third dual-gauge non-electrified track runs parallel on the south side for the 4-5km to Aluminio, whose station, named after the metal industry whose plant is adjacent, has sidings still in use leading off from the east end and turning south for an unknown distance, shunted by 1000mm-gauge GE BoBo industrial diesels #194 and #195. Dual-gauge trackage appears limited to FEPASA reception sidings and loops and does not enter the industrial site.

4.16 Sorocaba has a station building marked 1892 on the masonry with a large stained-glass window dated 1928 in the booking hall. Immediately east of station are some sidings south of the running lines, but lying at right angles. These appear to be the end of a freight line in use to factories but the extent of this is not known. Sorocaba is the location of the CTC office for the area.

4.17 None of the cities surrounding São Paulo has peak-hour rail services suitable for commuting. Sorocaba has approaching one million inhabitants, and lies some 100km by rail from São Paulo, but no daily return journey with timings appropriate to working hours is possible in either direction. Rail travel to Sorocaba costs BRR4 and takes 2h 20m using the once-a-day Ourinhos service, but air-conditioned express buses operate non-stop several times an hour, fare BRR6.88, journey time around 1h 15m subject to traffic conditions.

5.1 Santos - Paranapiacaba - São Paulo: About 60km south of São Paulo on the coast, the port of Santos lies beyond the Serra Mar mountain range, which has a steep south-facing escarpment posing problems for the two rail routes: RFFSA's easterly 1600mm-gauge line over the famous rack incline via Paranapiacaba and FEPASA's westerly metre-gauge zigzag adhesion line via Samarita. Throughout the latter half of 1996 passenger services via the rack incline on the former EFSJ route continued to run during the week, but were suspended on Sundays due to engineering operations. During this time notices at São Paulo Luz said that the Sunday trains were to be reintroduced 1 February 1997, but information later displayed there and at Santos Volongo station indicated that all Santos - São Paulo passenger trains were withdrawn from 1 December 1996.

5.2 Moóca yards at the original limit of the EF Santos e Jundiai electrification are now much reduced, though extensive sidings serve automotive works between Moóca and Iparinga stations on the east side of the three-track running lines, the centre freight track being bi-directional. No completed road vehicles seem to be moved out by rail. General Electric U20C 31xx-series and U23C 33xx-series diesels have a near-monopoly of freight traffic in the area but one Alco RSD12, #7152, has been seen regularly, the only one of three existing rebuilt RSD12 known to be still working. Double-headed U20C and U23C diesels head block-freight and container services from Moóca to Jundiai while some freights are headed by 6370-series electrics. None of the German-built 2200-series BoBo reported transferred from EF Central to EF Santos e Jundiai have been observed. Hitachi 2000-series rack locomotives have been seen stabled at Paranapiacaba, but it is not known how they are used in traffic nor what operations currently use the incline.

5.3 Paranapiacaba - São Paulo Bras - São Paulo Luz - São Paulo Barra Funda - Jundiai: The RFFSA Linha Sudeste and Linha Nordeste operate as a single service of trens metropolitanos on this part of the former EFSJ. Trains on the sections Mauá - Piritiba, Rio Grande da Serra - Francisco Morato and Paranapiacaba - Jundiai run at 10, 20 and 60-minute intervals respectively, combining in a pattern to give a 10-minute interval over the central section. Six-car trains of 401 and 431 units and eight-car trains of 701s work all services. 401s and 431s do not appear to run with each other. 401s and 431s do not maintain any fixed sets. Formations are DM-T-DT; car numbers 4xx-5xx-6xx. 701s are DM-T-T-DM and maintain fixed sets, the number series being 701+801+901+702, 703+802+902+704, etc. All Jundiai services are worked by 701s. 101 units also appear at random but there do not seem to be many in traffic; these are also DM-T-DT and numbered 1xx-2xx-3xx, not keeping to fixed sets. The Linha Nordeste service was relaunched on 30 April 1997, doubling frequency to Jundiai to every 30 minutes, and introducing a few refurbished units. Of the units, three-car half-sets numbered 11xy-12xy-13xy running back-to-back in six-car trains appear to be refurbished 101s. The outer-end 11xx DM have fully rebuilt driving-cabs but the DT cabs are not rebuilt and may be out of use. Refurbished 701s are numbered 1701-a701-a702-1702 etc.

5.4 São Paulo Bras and São Paulo Roosevelt: These are respectively the through (EFSJ) and terminal (EFC) parts of what is now effectively one RFFSA station with a common ticket-barrier line for both the former EF Santos e Jundiai and EF Central routes. The long concrete terminal platforms lie outside what appears to be the original EFC train-shed, now used only as a passenger area, the northernmost terminal platform being used for track-machine stabling. An RFFSA multiple-unit depot lies in the vee between the EFSJ and EFC routes. Metro Linha 2 runs in from the east parallel to the former EFC, now RFFSA Linha Leste tronco, and at Bras is elevated above the RFFSA tracks. Bras Metro station is linked to the RFFSA station by a lengthy labyrinth of some 500m of overhead concrete walkways which lead directly to the through platforms, making Bras rather than Roosevelt the appropriate Metro name. Bras-Roosevelt is located in a dubious area of the city although not as dangerous as that around Luz. West of Bras, off on the south side of the running lines to Luz, street maps show another terminal station called Pari, also in a rather dangerous area. Operational freight sidings remain but there is no visible sign of a passenger station, open or closed, and certainly no passenger trains are advertised to use such a station.

5.5 São Paulo Luz: Luz, on the former São Paulo Railway, later EF Santos e Jundiai, now RFFSA, is a four-track through station with arched overall roof, similar in scale to Railtrack's Bournemouth Central but with an extra island platform, built in the 1890s using materials imported from Britain. The main supporting ironwork is marked 'Joseph Westwood & Co. Ltd, Engineers & Contractors, London, 1898' and other metalwork 'Walter Macfarlane, Saracen Foundry, Glasgow'. Entwined metal initials SPR are still visible at high level. The central island platform is today used by the trens metropolitanos, and the other two platform tracks were used by long-distance trains until their withdrawal. Operation is left-hand running with searchlight-style colour-light signalling, though the long-distance services operated against this flow in the station area, departures west using the northern platform, arrivals the southern. Metro Linha 1 is underground here, and Luz Metro station entrance is outside and opposite the surface station with no direct link. The RFFSA multiple-unit depot is immediately west of Luz on the north side of the running lines, but is best viewed from the end of FEPASA's Julio Prestes station platforms which overlook the west end depot exit roads. RFFSA diesel locomotives appear to use the depot for refuelling only, and Budd RDC single-unit rail diesel cars also appear on this shed from time to time. At the rear of the depot and clearly not in traffic are at least three blue-painted diesel-multiple-unit motor-cars with above-floor-mounted engines. An unidentified 0-4-0 steam locomotive is plinthed at the east end of the depot.

5.6 Jundiai: The existing station at Jundiai is the former EF Santos e Jundiai premises, though now devoid of the overall roof seen in old photographs. An 0-4-0 steam locomotive, numbered 14 but devoid of all other markings, is plinthed outside. The EF Paulista line continues on north-east to Campinas but the Jundiai Paulista station now exists only in the names on disused signal-boxes. Another rail route once diverged left immediately north of the present Jundiai station, but a major road has now been built along this alignment with the unimaginative name of Avenida Ferrovia. A large electric locomotive depot lies further north on the west side of the running lines just north of Jundiai Paulista yard. One 'Little Joe'-type 2Do+Do2 #6453 has been seen active in 1996 here, and working around Campinas on freight, but none of the other four has been seen. #6451-6455 were five out of a batch of twenty 243-tonne monsters ordered by Soviet railways in 1946 from GE but diverted, fitted for different gauges, to various American operators after the US government prevented delivery to the Soviet Union.

6.1 (São Paulo Luz - São Paulo Barra Funda - Jundiai -) Campinas - Bauru - Panorama / Sante Fe do Sol: One can still travel by metropolitan train from São Paulo to Jundiai, but cannot now continue by rail on the EF Paulista from Jundiai to Campinas. FEPASA 1600mm-gauge long-distance services used to use the RFFSA-owned EFSJ line between São Paulo Luz and Jundiai, and indeed were still running from São Paulo at the beginning of December 1996, but as a result of the 20 September 1996 privatisation they have now been prevented from using the EFSJ line and indeed Jundiai station. The FEPASA services were cut back in early 1997 and are now shown at São Paulo Barra Funda as operating north of Campinas only, running Campinas - Panorama and Campinas - Sante Fe do Sol in the same timings as before. In 1996 a BRR24.80 one-class-only single fare applied from São Paulo Luz to Panorama (770km) and to Santa Fe do Sol, with a new fare of BRR27.50 being advertised after 20 January 1997. The long-distance-train booking-office at São Paulo Luz carried notices saying that it closed 20 January 1997, but given that a new fare was quoted from then it is not clear if this was in fact the date of the long-distance service withdrawals from this station.

6.2 Before the cuts either RFFSA class 1000/9000, (CoCo locos built by English Electric/Vulcan Foundry and similar to those delivered to RENFE) or FEPASA 6370-series (General Electric 1940s-built 2Co+Co2 locos) worked the passenger trains from São Paulo to Jundiai, always handing over to a FEPASA 6370 northwards. The morning departures, trains #PP1 08:00 São Paulo Luz - Panorama and #PA1 10:05 São Paulo Luz - Sante Fe do Sol, always had one EE each, or one EE and one GE. their balancing evening arrivals, trains #PP2 and #PA2, always had one EE and one GE, or one GE each. There seemed no pattern to which locomotives would work south of Jundiai but the individual machines were always EE #1008 and #9016, GE #6371, #6378 and #6383. Confusingly #9016 carried RFFSA yellow livery but #1008 was in FEPASA silver-grey. Freight traffic north of Jundiai is also handled by 6370s, the similar 6100-series 2Co+Co2s, class 6350 CoCos, and class 7800 diesels in multiple.

6.3 Jundiai - Campinas: Between Jundiai and Campinas lies Louveira, a pleasant small station in good condition, possibly restored, retaining its overall roof. Resembling a smaller version of Railtrack's Chester, Campinas itself is a dual-gauge station at the junction of the 1600mm-gauge former EF Paulista and the 1000mm-gauge former EF Mogiana. An 1872 monument opposite the station marks 25 years of railway operation in Campinas, but the date 1884 appears on the masonry of the main structure. At the southern end of the present platforms metre-gauge rails appear, set centrally between the broad-gauge rails to form four-rail dual-gauge tracks that run north through the platforms. Two metre-gauge bays lie disused at the north end of the station. Off the north end of the main Campinas station on the east side lie more platforms, not in use, their signs saying simply 'Central', their rails well rusted but not worn; these seem to have been for the Campinas VLT light-rail system once planned. Publicity indicated that trial operation would commence in 1990 but according to a Campinas resident public service never started and the project has been abandoned. On several visits to Campinas the station staff have proved hostile towards photography and have refused requests for information. Most other stations are accessible outside train hours and the station chiefs allow visitors some freedom, but Campinas platforms are cleared by security staff immediately after train departures and the barriers are then locked till arrivals are imminent.

6.4 Before the cutbacks of early 1997, train #PP1 via the EFSJ and the EFP arrived at Campinas in time to connect into train #PM1 11:02 Campinas - Uberlandia over the former EF Mogiana metre-gauge route, with balancing #PM2 arriving in time for #PP2 Campinas - São Paulo. Motive power seen on these passenger services in August and November 1996 was two class 3650 General Motors type G12 BoBo diesels. It is not known whether #PM1/PM2 still run as they have never been advertised in São Paulo.

7.1 São Paulo Roosevelt - Calman Viana - Mogi das Cruzes: The RFFSA Linha Leste has main-line ("linha tronco") and loop ("linha variante") services from Roosevelt terminus, the latter taking the alternative northern route between Tatuapé and Calman Viana, each running at 12-minute intervals eastwards on the 1600mm-gauge tracks of the former EF Central. Four peak hour services run Monday-to-Friday through to and from Luz, the only passenger trains known to use the crossover connection between the parallel EFSJ and EFC routes at Bras-Roosevelt, apart from the long-distance São Paulo Barra Funda - Rio de Janeiro overnight Trem de Prata. Linha Leste variante is worked by six-car 401 and 431 trains, Linha Leste tronco by a mixture of nine-car ER400s and twelve-car 161s. The 161s are three-car DM-T-T half-units numbered 161-261-361 etc, coupled back-to-back into six-car sets; each half maintains a fixed formation but sets change. ER400s are DT-M-DT in fixed sets numbered E400-ER400-E1400 etc. Several ER400s have enlarged cab windows, and have been refurbished and repainted in a red-blue-and-white scheme. Some ER400s, possibly the first to be refurbished, carry a blue-and-cream scheme. A non-electrified freight-only line links the EFC and EFSJ. Leaving the EFC southwards from Suzano to join the EFSJ at Rio Grande da Serra, this line is shown on some maps as part of the suspended Anel Ferroviario outer ring projected, among other things, to connect with EFS at Largo 13.

7.2 São Paulo Barra Funda - Rio de Janeiro: (BLN 748.075) Surrendering to competition from frequent and keenly-priced flights between these two huge cities 500km apart, RFFSA withdrew from passenger service on the route when they ceased to run their Santa Cruz sleeping-car train in 1991. On 8 December 1994 however a private-sector company began running a new nine-hour overnight service, the Trem de Prata (= silver train), comprising sleeping-cars and a restaurant-car. It currently runs Sunday to Friday nights each way between São Paulo and Rio de Janeiro on 1600mm-gauge EF Central RFFSA tracks. Bookings, at a basic single fare of BRR120, must be made through travel agents, or through VARIG airline offices (within Brazil at least). The Thomas Cook timetable and the operating company's website (www.via-rio.com.br) both show the train as departing from São Paulo Barra Funda, though it does not seem to appear in the main station. Rolling-stock for the Trem de Prata stables in the small group of carriage-sidings between Barra Funda and Luz. This area of the city is not safe after dark but it is possible the train departs from one of these sidings which has a full platform with direct road access. The sidings are adjacent to a disused station on the RFFSA tracks about 500m east of the existing Barra Funda which may well be the old station of that name. Motive power is an RFFSA U20C diesel numbered in the 31xx series.